U.S. patent number 7,342,373 [Application Number 11/325,579] was granted by the patent office on 2008-03-11 for vehicle panel control system.
This patent grant is currently assigned to Nartron Corporation. Invention is credited to Todd R. Newman, John M. Washeleski.
United States Patent |
7,342,373 |
Newman , et al. |
March 11, 2008 |
**Please see images for:
( Certificate of Correction ) ** |
Vehicle panel control system
Abstract
A control system for a vehicle includes a controller, an object
sensor, and a motor. The motor receives power from a power source
upon receiving a panel control signal. The motor moves a movable
panel of the vehicle along a path between opened and closed
positions when the motor receives power from the power source. The
object sensor is operable for detecting objects in the path of the
panel without monitoring the motor. The object sensor generates an
object signal indicative of an object being detected in the panel
path. The controller is operable for transmitting a panel control
signal to the motor to move the panel. When the panel is moving in
a closing direction the controller transmits a panel control signal
to the motor to reverse movement of the panel to an opening
direction upon receiving the object signal to prevent the panel
from entrapping an object.
Inventors: |
Newman; Todd R. (Traverse City,
MI), Washeleski; John M. (Cadillac, MI) |
Assignee: |
Nartron Corporation (Reed City,
MI)
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Family
ID: |
38223658 |
Appl.
No.: |
11/325,579 |
Filed: |
January 4, 2006 |
Prior Publication Data
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|
|
Document
Identifier |
Publication Date |
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US 20070152615 A1 |
Jul 5, 2007 |
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Current U.S.
Class: |
318/466; 318/453;
318/445; 318/285; 318/471; 318/280 |
Current CPC
Class: |
E05F
15/40 (20150115); E05F 15/46 (20150115); E05F
15/695 (20150115); B60H 1/00735 (20130101); E05Y
2400/854 (20130101); E05Y 2600/45 (20130101); E05Y
2900/55 (20130101); E05Y 2400/86 (20130101); E05Y
2800/426 (20130101) |
Current International
Class: |
G05B
5/00 (20060101) |
Field of
Search: |
;318/466,285,445,453,461,467,468,471,478,483,488,489,280,282
;307/10.1 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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07-055615 |
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8029271 |
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WO 2005/059285 |
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Jun 2005 |
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WO |
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Primary Examiner: Masih; Karen
Attorney, Agent or Firm: Brooks Kushman P.C.
Claims
What is claimed is:
1. A control system for a vehicle, the system comprising: a motor
operable to receive power from a power source upon receiving a
panel control signal, wherein the motor moves a movable panel of a
vehicle along a path between opened and closed positions when the
motor receives power from the power source; an object sensor
operable for detecting objects in the path of the panel without
monitoring the motor, wherein the object sensor generates an object
signal indicative of an object being detected in the path of the
panel; a controller operable for transmitting a panel control
signal to the motor to move the panel, wherein when the panel is
moving in a closing direction the controller transmits a panel
control signal to the motor to reverse movement of the panel to an
opening direction upon receiving the object signal in order to
prevent the panel from entrapping an object; and an in-vehicle
local area network (LAN), wherein the controller communicates with
vehicle modules over the LAN, wherein the LAN is either a wired LAN
or a wireless LAN.
2. The system of claim 1 wherein: the object sensor includes a
compressible dielectric element interposed between two conductors
which are separated from one another; wherein capacitance of the
object sensor changes in response to an object in the path of the
panel deforming the shape of the object sensor while touching the
object sensor such that the object sensor generates the object
signal; wherein the capacitance of the sensor changes in response
to a conductive object in the path of the panel coming into
proximity with the sensor such that the sensor generates the object
signal.
3. The system of claim 2 wherein the object sensor comprises: a
thermoplastic vulcanizate (TPV) outer protective jacket; and a
thermoplastic polyolefin (TPO) mantel, wherein the mantel is winged
such that an inversely undercut weather seal accepts the object
sensor.
4. The system of claim 2 wherein: the controller desensitizes the
object signal to counter effects of the panel on the object sensor
as the panel moves relative to the object sensor.
5. The system of claim 1 wherein: the panel is one of a window and
a sunroof.
6. The system of claim 1 wherein: the controller monitors the motor
to determine the position of the panel along the path.
7. The system of claim 6 wherein: the controller ignores the object
signal when the position of the panel is indicative of the panel
being seated against a seal of the vehicle in order to prevent
false entrapment.
8. The system of claim 6 wherein: a midpoint position of the panel
is the position along the path of the panel which is far enough
from the closed position to prevent the panel from entrapping a
human head; wherein the controller transmits a panel control signal
to the motor to retract the panel to the midpoint position upon
receiving the object signal whenever the window is above the
midpoint position; wherein the controller transmits a panel control
signal to the motor to retract the panel a set distance upon
receiving the object signal whenever the window is below the
midpoint position.
9. The system of claim 1 wherein: the controller monitors the motor
to determine the panel speed as the panel moves along the path.
10. The system of claim 9 wherein: the controller uses the panel
speed as a secondary means of detecting object entrapment by the
panel.
11. The system of claim 9 wherein: the controller uses the panel
speed as a primary means of detecting object entrapment by the
panel in the event that the object sensor is inoperable for
generating the object signal.
12. The system of claim 1 further comprising: a switch operable for
transmitting command signals to the controller upon being activated
by an operator, wherein the controller transmits a panel control
signal to the motor to move the panel along the path in accordance
with the command signals.
13. The system of claim 12 wherein: the controller transmits a
panel control signal to the motor to incrementally move the panel
each time the switch is activated in order to avoid the panel from
exerting entrapment forces on an object in the path of the panel
while the object sensor is inoperable.
14. The system of claim 12 wherein: the switch is operable to
transmit an express close panel command signal to the controller
upon being activated by an operator, wherein the controller
transmits a panel control signal to the motor to move the panel
along the path to the closed position upon receiving an express
close panel command signal; the switch is operable to transmit an
express open panel command signal to the controller upon being
activated by an operator, wherein the controller transmits a panel
control signal to the motor to move the panel along the path to the
opened position upon receiving an express close panel command
signal; the switch is operable to transmit a manual close panel
command signal to the controller while being activated by an
operator, wherein the controller transmits a panel control signal
to the motor to move the panel along the path in a closing
direction while receiving a manual close panel command signal; the
switch is operable to transmit a manual open panel command signal
to the controller while being activated by an operator, wherein the
controller transmits a panel control signal to the motor to move
the panel along the path in an opening direction while receiving a
manual open panel command signal.
15. The system of claim 14 wherein: the controller aborts an
express panel command upon receiving a manual panel command; the
controller aborts an express panel command for one of the opening
and closing directions upon receiving an express panel command for
the opposite direction.
16. The system of claim 1 further comprising: an interior
temperature sensor operable for generating an internal temperature
signal indicative of the temperature of the vehicle interior; an
external temperature sensor operable for generating an external
temperature signal indicative of the temperature outside of the
vehicle; wherein the controller receives the temperature signals
via the LAN and transmits a panel control signal to the motor to
move the panel in the opening direction in order to vent the
vehicle upon the controller determining that vehicle venting is
desired based on a comparison of the temperature signals.
17. The system of claim 16 wherein: the controller transmits a
panel control signal to move the panel in the opening direction in
order to vent the vehicle upon the controller determining that
vehicle venting is desired based on a comparison of the temperature
signals when the vehicle is unoccupied.
18. The system of claim 17 wherein: the object sensor generates the
object signal upon detecting an object in the path of the panel
when the vehicle is unoccupied; wherein the controller generates an
alarm signal indicative of vehicle intrusion upon receiving the
object signal.
19. The system of claim 17 wherein: the controller transmits a
panel control signal to move the panel in the opening direction in
order to vent the vehicle upon the controller determining that
vehicle venting is desired based on a comparison of the temperature
signals when the vehicle is in operation.
20. The system of claim 17 wherein: the controller is operable for
transmitting a vent control signal to a venting component of the
vehicle via the LAN in order to control the venting component,
wherein the controller transmits a vent control signal to the
venting component in order for the venting component to vent the
vehicle upon the controller determining that the vehicle venting
via the venting component is desired based on a comparison of the
temperature signals.
21. The system of claim 20 wherein: the venting component is one of
a vehicle sunroof and a vehicle HVAC system.
22. The system of claim 20 wherein: the controller transmits a vent
control signal to the venting component in order to vent the
vehicle when the internal temperature exceeds the external
temperature by a predetermined amount and the vehicle is
unoccupied.
23. The system of claim 20 wherein: the controller transmits a vent
control signal to the venting component in order to vent the
vehicle when the internal temperature exceeds the external
temperature by a predetermined amount and the vehicle is in
operation.
24. The system of claim 20 further comprising: a rain sensor
operable for generating a rain signal indicative of moisture
outside of the vehicle; wherein the controller receives the rain
signal via the LAN and transmits a panel control signal to the
motor to move the panel in the closing direction upon the
controller determining the presence of moisture outside of the
vehicle based on the rain signal.
25. The system of claim 24 wherein: the controller prevents venting
of the vehicle upon determining the presence of moisture outside of
the vehicle based on the rain signal.
26. The system of claim 1 wherein: the controller is operable for
receiving an occupant present signal indicative of the presence of
an occupant in the vehicle from an occupant detection sensor via
the LAN; wherein the controller generates an alarm signal to warn a
vehicle operator that an occupant is present in the vehicle upon
receiving the occupant present signal.
27. The system of claim 12 wherein: the switch transmits the
command signals to the controller over the LAN.
28. The system of claim 1 wherein: the controller includes memory
for storing the position of the panel along the path prior to the
vehicle being turned off, wherein the controller transmits a panel
control signal to move the panel from the closed position to an
opened position stored in memory upon receiving a preset panel open
command.
29. The system of claim 28 wherein: the controller receives the
present panel open command from a remote keyless entry
component.
30. The system of claim 1 wherein: the controller is operable for
transmitting a panel control signal to move the panel during a
predetermined time period after the vehicle has been turned
off.
31. A control system for a vehicle, the system comprising: a motor
operable to receive power from a power source upon receiving a
panel control signal, wherein the motor moves a movable panel of a
vehicle along a path between opened and closed positions when the
motor receives power from the power source: an object sensor
operable for detecting objects in the path of the panel without
monitoring the motor, wherein the object sensor generates an object
signal indicative of an object being detected in the path of the
panel; a controller operable for transmitting a panel control
signal to the motor to move the panel, wherein when the panel is
moving in a closing direction the controller transmits a panel
control signal to the motor to reverse movement of the panel to an
opening direction upon receiving the object signal in order to
prevent the panel from entrapping an object; a second motor
operable to receive power from a second power source upon receiving
a panel control signal, wherein the second motor moves a second
movable panel of the vehicle along a path between opened and closed
positions when the second motor receives power from the second
power source; a second object sensor operable for detecting objects
in the path of the second panel without monitoring the second
motor, wherein the second object sensor generates an object signal
upon detecting an object in the path of the second panel; and a
second controller operable for transmitting a panel control signal
to the second motor to move the second panel, wherein when the
second panel is moving in the closing direction the second
controller transmits a panel control signal to the second motor to
reverse movement of the second panel to the opening direction upon
receiving the object signal in order to prevent the second panel
from entrapping an object.
32. The system of claim 31 further comprising: an in-vehicle local
area network (LAN), wherein the controllers communicate with one
another over the LAN, wherein the LAN is either a wired LAN or a
wireless LAN.
33. A control system for a vehicle, the system comprising: a motor
operable to receive power from a power source upon receiving a
panel control signal, wherein the motor moves a movable panel of a
vehicle along a path between opened and closed positions when the
motor receives power from the power source; an object sensor
operable for detecting objects in the path of the panel without
monitoring the motor, wherein the object sensor generates an object
signal indicative of an object being detected in the oath of the
panel; and a controller operable for transmitting a panel control
signal to the motor to move the panel, wherein when the panel is
moving in a closing direction the controller transmits a panel
control signal to the motor to reverse movement of the panel to an
opening direction upon receiving the object signal in order to
prevent the panel from entrapping an object. wherein the controller
includes memory for storing the position of the panel alone the
path prior to the vehicle being turned off, wherein the controller
transmits a panel control signal to move the panel from the closed
position to an opened position stored in memory upon receiving a
preset panel open command, wherein the controller is operable for
transmitting a panel control signal to close the panel to the
closed position upon the vehicle being exited after a predetermined
time period.
Description
BACKGROUND OF THE INVENTION
1. Field of the Invention
The present invention relates to vehicle window lift systems having
advanced operating functionality and vehicle occupant safety
features for protecting vehicle occupants and for reducing strain
and damage to vehicle components.
2. Background Art
The majority of window control systems operate a direct current
(DC) motor to control movement of a vehicle window. These window
control systems are direct power control systems employing direct
power switches. An operator activates a switch from inside the
vehicle to directly connect electrical power from the switch to a
motor associated with the window. The motor drives the window
either open or close depending upon the polarity of the power
received via the switch.
"Intelligent" window control systems are replacing direct power
control systems. Intelligent window control systems have advanced
features for protecting vehicle components and occupants from harm.
Intelligent window control systems are solid-state, electronic
control systems having microprocessor based electronic control
circuitry able to read switch input commands and control the window
motor appropriately. Intelligent window control systems provide
features such as express open, drop glass, anti-entrapment, and
anti-pinch protection. However, significant enhancements can be
made to improve on the performance and cost of intelligent window
control systems.
SUMMARY OF THE INVENTION
The present invention provides a vehicle window control system
which has enhanced features for overall safety and functionality
and improves upon the existing occupant safety, performance, and
reliability of such systems. In addition to window control, the
control system is well suited for expansion into specialized
vehicle functions. Equipped with remote sensor information and
vehicle communications, the control system can perform unassisted
vehicle functions to improve the safety in vehicles.
In accordance with the present invention, a control system for a
vehicle includes a controller, an object sensor, and a motor. The
motor is operable to receive power from a power source upon
receiving a panel control signal. The motor moves a movable panel
(such as a window or a sunroof) of a vehicle along a path between
opened and closed positions when the motor receives power from the
power source. The object sensor is operable for detecting objects
in the path of the panel without monitoring the motor. The object
sensor generates an object signal indicative of an object being
detected in the path of the panel. The controller is operable for
transmitting a panel control signal to the motor to move the panel.
When the panel is moving in a closing direction the controller
transmits a panel control signal to the motor to reverse movement
of the panel to an opening direction upon receiving the object
signal in order to prevent the panel from entrapping an object.
Preferably, the object sensor includes a compressible dielectric
element interposed between two conductors which are separated from
one another. The capacitance of the object sensor changes in
response to an object in the path of the panel deforming the shape
of the object sensor while touching the object sensor such that the
object sensor generates the object signal. The capacitance of the
sensor changes in response to a conductive object in the path of
the panel coming into proximity with the sensor such that the
sensor generates the object signal.
The controller may desensitize the object signal to counter effects
of the panel on the object sensor as the panel moves relative to
the object sensor.
The controller may monitor the motor to determine the position of
the panel along the path. In this case, the controller ignores the
object signal when the position of the panel is indicative of the
panel being seated against a seal of the vehicle in order to
prevent false entrapment. A midpoint position of the panel is the
position along the path of the panel which is far enough from the
closed position to prevent the panel from entrapping a human head.
The controller transmits a panel control signal to the motor to
retract the panel to the midpoint position upon receiving the
object signal whenever the window is above the midpoint position.
The controller transmits a panel control signal to the motor to
retract the panel a set distance upon receiving the object signal
whenever the window is below the midpoint position.
The controller may monitor the motor to determine the panel speed
as the panel moves along the path. In this case, the controller
uses the panel speed as a secondary means of detecting object
entrapment by the panel. Alternatively, the controller may use the
panel speed as a primary means of detecting object entrapment by
the panel in the event that the object sensor is inoperable for
generating the object signal.
The control system may further include a switch operable for
transmitting command signals to the controller upon being activated
by an operator, wherein the controller transmits a panel control
signal to the motor to move the panel along the path in accordance
with the command signals. In this case, the controller transmits a
panel control signal to the motor to incrementally move the panel
each time the switch is activated in order to avoid the panel from
exerting entrapment forces on an object in the path of the panel
while the object sensor is inoperable. The switch is operable to
transmit: (i) an express close panel command signal to the
controller upon being activated by an operator--the controller
transmits a panel control signal to the motor to move the panel
along the path to the closed position upon receiving an express
close panel command signal; (ii) an express open panel command
signal to the controller upon being activated by an operator--the
controller transmits a panel control signal to the motor to move
the panel along the path to the opened position upon receiving an
express close panel command signal; (iii) a manual close panel
command signal to the controller while being activated by an
operator--the controller transmits a panel control signal to the
motor to move the panel along the path in a closing direction while
receiving a manual close panel command signal; and (iv) a manual
open panel command signal to the controller while being activated
by an operator--the controller transmits a panel control signal to
the motor to move the panel along the path in an opening direction
while receiving a manual open panel command signal. The controller
aborts an express panel command upon receiving a manual panel
command; and the controller aborts an express panel command for one
of the opening and closing directions upon receiving an express
panel command for the opposite direction.
The control system may further include an interior temperature
sensor operable for generating an internal temperature signal
indicative of the temperature of the vehicle interior; and an
external temperature sensor operable for generating an external
temperature signal indicative of the temperature outside of the
vehicle. In this case, the controller transmits a panel control
signal to the motor to move the panel in the opening direction in
order to vent the vehicle upon the controller determining that
vehicle venting is desired based on a comparison of the temperature
signals. The controller may perform such venting when the vehicle
is unoccupied or in operation. The object sensor generates the
object signal upon detecting an object in the path of the panel
when the vehicle is unoccupied and the controller generates an
alarm signal indicative of vehicle intrusion upon receiving the
object signal. The controller is operable for transmitting a vent
control signal to a venting component (such as a sunroof or HVAC
system) of the vehicle in order to control the venting component to
vent the vehicle upon determining that further vehicle venting via
the venting component is desired based on a comparison of the
temperature signals when the vehicle is unoccupied or in
operation.
The control system may further include a rain sensor operable for
generating a rain signal indicative of moisture outside of the
vehicle. In this case, the controller transmits a panel control
signal to the motor to move the panel in the closing direction upon
the controller determining the presence of moisture outside of the
vehicle based on the rain signal. The controller prevents any
venting of the vehicle upon determining the presence of moisture
outside of the vehicle based on the rain signal.
The controller of the control system is operable for receiving an
occupant present signal indicative of the presence of an occupant
in the vehicle from an occupant detection sensor. The controller
generates an alarm signal to warn a vehicle operator that an
occupant.
The vehicle in which the control system is employed may be equipped
with multiple control systems for controlling multiple vehicle
panels. In this case, the controllers of the control systems may
communicate with one another over an in-vehicle local area network
(LAN) which is either wired or wireless. Likewise, the controller
of the control system may communicate with vehicle modules over an
in-vehicle LAN, and the switch may transmit the command signals to
the controller over the LAN.
The controller of the control system may include memory for storing
the position of the panel along the path prior to the vehicle being
turned off. In this case, the controller transmits a panel control
signal to move the panel from the closed position to an opened
position stored in memory upon receiving a preset panel open
command. The controller may receive the present panel open command
from a remote keyless entry component.
The controller is operable for transmitting a panel control signal
to close the panel to the closed position upon the vehicle being
exited after a predetermined time period. The controller is
operable for transmitting a panel control signal to move the panel
during a predetermined time period after the vehicle has been
turned off.
Objects, features, and advantages of the present invention are
readily apparent from the following detailed description of the
preferred embodiment(s) when taken in connection with the
accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 illustrates a control system in accordance with an
embodiment of the present invention;
FIG. 2 illustrates in greater detail the control system in
accordance with an embodiment of the present invention;
FIG. 3 illustrates a cross-sectional view of the control system
sensor as assembled into a weather seal in accordance with an
embodiment of the present invention;
FIG. 4 illustrates a block diagram of the sensor desensitization
logic employed by the control system controller in accordance with
an embodiment of the present invention;
FIG. 5a and 5b illustrate flowcharts describing operation of the
control system controller for emulating a resettable thermal fuse
in accordance with an embodiment of the present invention;
FIG. 6 illustrates the control system interconnected in a vehicle
to venting components of the vehicle by communication interconnects
in accordance with an embodiment of the present invention;
FIG. 7 illustrates a vehicle seat having occupant detection sensors
in accordance with an embodiment of the present invention;
FIG. 8 illustrates traditional electric window lift controls
interconnected in a vehicle by traditional vehicle wiring;
FIG. 9 illustrates control systems interconnected in a vehicle by a
local area network (LAN) in accordance with an embodiment of the
present invention;
FIG. 10 illustrates control systems having an independent master
switch console in which the control systems and switch consoles
including the independent switch console are interconnected in a
vehicle by a LAN in accordance with an embodiment of the present
invention;
FIG. 11 illustrates control systems interconnected in a vehicle by
a wireless LAN in accordance with an embodiment of the present
invention;
FIG. 12 illustrates control systems having an independent master
switch console in which the control systems and the independent
switch console are interconnected in a vehicle by a wireless LAN in
accordance with an embodiment of the present invention; and
FIG. 13 illustrates the inputs and outputs of the control system
controller for supporting advanced vehicle functions in accordance
with an embodiment of the present invention.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT(S)
Referring now to FIGS. 1 and 2, a control system 11 in accordance
with an embodiment of the present invention is shown. Control
system 11 functions as an anti-entrapment panel lift system for
controlling and monitoring movement of a movable panel such as a
window 2 of a vehicle door 1. Window 2 is movable along a path
between opened and closed positions. Control system 11 includes a
controller 3 and a primary sensor 7.
Sensor 7 is generally operable for detecting objects placed in the
path of window 2. Sensor 7 is located at a position on the window
frame of vehicle door 1 to detect objects in the entire path of
window 2 and/or to detect objects in the path of the window near
the closed position of the window. Sensor 7 is preferably a
capacitance sensor operable to detect being touched by an object
and/or operable to detect the presence (i.e., proximity) of an
electrically conductive object near the sensor. In either event,
objects detected by sensor 7 will be in the path of window 2.
Sensor 7 has a capacitance at any given time and the sensor outputs
a sensor signal 6 indicative of the capacitance. The capacitance of
sensor 7 changes in response to an electrically conductive object
such as a human body part (e.g., a finger) touching the sensor or
in response to a non-electrically conductive object such as a piece
of wood touching the sensor. In this event, the capacitance of
sensor 7 changes because separated conductors of the sensor move
relative to one another upon the sensor being touched. Similarly,
the capacitance of sensor 7 changes in response to an electrically
conductive object coming within the proximity of the sensor. In
this event, the capacitance of sensor 7 changes because the
electrically conductive object disrupts the electrical fields
extending between the separated conductors of the sensor. In the
latter event, the capacitance of sensor 7 changes even without the
object actually touching or applying any force to the sensor. In
either event (touch by an object on sensor 7 or proximity of an
object to the sensor), the sensor provides a sensor signal 6
indicative of the sensor capacitance at the time of the detection
event to controller 3. As such, sensor signal 6 is an "object
signal" or an "anti-entrapment signal" which is indicative of the
presence of an object in the path of window 2.
Controller 3 is a microprocessor-based controller having a
microprocessor 12. Controller 3 energizes a window lift motor 13
associated with window 2 to move the window along its path in a
closing (opening) direction between opened and closed positions to
close (open) the window. Motor 13 is driven to move window 2 upon
receiving electrical power. Motor 13 receives electrical power
directly from a power source when the power source is enabled to
provide power to the motor. Controller 3 energizes motor 13 by
providing an electronic signal (i.e., a panel control signal) from
a panel control output 21 to the motor such that the power source
is enabled to apply power to the motor to drive the motor. As such,
the power applied to motor 13 is not transferred from controller 3
to the motor. In contrast, controller 3 provides an electronic
signal which acts as a power source switching signal for enabling
the power source to directly apply power to motor 13.
An operator uses a keypad 4 to provide input switch commands 5 to
controller 3 for controlling window 2 movement. When an operator
issues a command 5 to close window 2, controller 3 energizes motor
13 and monitors sensor signal 6 to detect the touch/presence of an
object 10 (i.e., obstruction, obstacle, etc.) in the path of the
window as the window is closing. In general, controller 3 reverses
the direction of window 2 and opens the window upon sensor 7
detecting an object 10 in the path of the window when the window is
closing. Controller 3 stops window 2 from closing further and opens
the window in this event in order to prevent the window from
entrapping the object. As such, an entrapment condition occurs when
an object 10 is detected in the path of window 2 when the window is
closing. In general, controller 3 monitors sensor signal 6 and
controls window 2 movement to prevent such an entrapment
condition.
Input commands 5 include automatic input commands such as express
open and express close. In response to receiving an express open
(close) command 5 from keypad 4, controller 3 moves window 2 in an
opening (closing) direction until the window is fully opened
(closed) without requiring any further input commands from the
operator. Input commands 5 further include manual input commands
such as open (i.e., manual-down) and close (i.e., manual-up). In
response to receiving a manual open (close) command 5 from keypad
4, controller 3 moves window 2 in an opening (closing) direction
while the operator is operating the keypad to provide such manual
commands.
As window 2 opens and closes, controller 3 continuously tracks
window position 39a and window speed 39b indirectly from armature
rotation of motor 13. Controller 3 responds to operating situations
with advanced positioning maneuvers by knowing window position 39a.
Controller 3 monitors window speed 39b to determine loading and
stalling conditions of window 2.
Controller 3 uses window speed 39b as a redundant secondary input
for detecting an object 10 in the path of window 2 as the window
closes. In the event that sensor 7 becomes inoperable and cannot
provide sensor signal 6, controller 3 uses window speed 39b as the
primary signal for detecting an object 10 in the path of window 2
until the sensor signal is restored. Controller 3 performs window
movements (particularly window closing movements) in relatively
small and predetermined increments while sensor 7 is inoperable.
This limp mode response permits closure of window 2 while insuring
that an object 10 in the path of the window does not experience
high entrapment forces from the window before the redundant speed
sensing information indicates an entrapment condition. The limp
mode response provides direct feedback to an operator by way of the
incremental movements that control system 11 is not fully
functional and requires service.
Referring now to FIG. 3, with continual reference to FIGS. 1 and 2,
a cross-sectional view of sensor 7 as assembled into a weather seal
8 of vehicle door 1 in accordance with an embodiment of the present
invention is shown. As shown in FIG. 3, sensor 7 is a capacitance
sensor having a compressible dielectric element 87 interposed
between first and second conductors 86 and 88. Weather seal 8
receives sensor 7 in such a way that the sensor maintains its
position adjacent to window 2 as the window moves towards and away
from the seal. Seal 8 has an undercut 85 for holding sensor 7 in
place. Sensor 7 inversely has a base mantel 84 comprised of
thermoplastic polyolefin (TPO). Base mantel 84 has a dimension
wider than a main body jacket 80 of sensor 7. Main body jacket 80
is comprised of thermoplastic vulcanizate (TPV). When inserted into
seal 8, base mantel 84 seats into undercut 85 of the seal to hold
sensor 7 in place. This seating characteristic between seal 8 and
sensor 7 eliminates the need for bonding between these components
and allows for rapid installation and removal of the sensor from
the seal.
Referring now to FIG. 4, with continual reference to FIGS. 1 and 2,
a block diagram of the sensor desensitization logic employed by
controller 3 in accordance with an embodiment of the present
invention is shown. The position of window 2 relative to sensor 7
can bias sensor signal 6 towards false entrapment detection of an
object. Controller 3 employs a software algorithm to desensitize
sensor signal 6 from the influence of window 2 to reduce the
possibility of false entrapment detection. In general, controller 3
desensitizes sensor signal 6 based on knowledge of the current
window 2 position and end-of-travel (i.e., opened and closed)
window position to counter effects created by the window as the
window moves relative to sensor 7.
FIG. 4 illustrates the data processing stages for desensitization
of sensor signal 6. As window 2 travels relative to sensor 7,
controller 3 calculates a correction factor 15 based on a current
position 16 of window 2. A summer 20 sums correction factor 15 with
an object detection threshold value 14 representative of the
anti-entrapment detection function. The summed output is a new trip
threshold value 17 having the correct sensitivity for current
window position 16. Controller 3 compares sensor signal 6 with new
trip threshold value 17 in a comparator 18. If sensor signal 6
meets or exceeds new trip threshold value 17, then controller 3
detects the presence of an object 10 in the path of window 2 as
indicated in decision block 19. If sensor signal is below new trip
threshold value 17, then controller 3 determines that an object is
not in the path of window 2 as indicated in decision block 19.
In general, controller 3 determines whether an object is in the
path of window 2 by comparing sensor signal 6 with object detection
threshold value 14. Object detection threshold value 14 represents
an anti-entrapment function value indicative of an object being in
the path of window 2. Object detection threshold value 14 is a
fairly reliable indicator when window 2 is at a position relatively
far from sensor 7. A problem occurs when window 2 is at a position
relatively near to sensor 7 as the window itself may influence the
capacitance of the sensor. Correction factor 15 represents the
window influences on sensor 7 when window 2 is relatively near to
the sensor. As such, new trip threshold value 17, which is the sum
of object detection threshold value 14 and correction factor 15,
represents an anti-entrapment function value indicative of an
object being in the path of window 2 when the window is relatively
near to sensor 7. That is, new trip threshold value 17 represents
an anti-entrapment function value which takes into account
influences made by window 2 on sensor 7 when the window is
relatively near the sensor. Correction factor 15 is implemented as
either a table of correction values that coincide with current
window position 16 or as an equation.
In operation, controller 3 ignores sensor signal 6 while window 2
enters seal 8 to further reduce false entrapment detection. With
reference to FIG. 1, controller 3 ignores sensor signal 6 when the
position of window 2 is within a threshold distance such as four
millimeters below full window closure 9a. This threshold distance
is software programmable and provides sufficient protection for
vehicle occupants from window entrapment during window closure. As
such, during window 2 closure when the window is within the
threshold distance from full window closure 9a, controller 3
inhibits the anti-entrapment function in order to prevent false
entrapment detection as the window seats into seal 8.
For advanced switch inputs 5, controller 3 cancels any express
window command in progress while receiving a manual switch command
to open or close window 2 from keypad 4. Controller 3 then
immediately performs the manual command. This ensures that the
operator remains in control of window 2 movement during automatic
functions and at all times.
Controller 3 aborts performing an express open or close operation
and stops window 2 from moving upon receiving a second express
command for the opposite direction. This action allows the operator
to advance window 2 to window position 9c in either direction using
the express feature and then stop the window without initiating a
new command switch input 5.
When controller 3 detects an object 10 during window 2 closure a
logical response of the controller is to reverse the movement
direction of the window to release the object from being entrapped
between the window and the vehicle door window frame. For security
and functionality reasons it is undesirable to have window 2 return
to its fully opened position 9d whenever an object is detected in
the window path. In most cases opening window 2 a few millimeters
is all that is needed to release an object from window entrapment.
If the object caught in the path of window 2 is a person's neck,
then it becomes necessary for controller 3 to open the window far
enough for the person to remove their head out of the window path.
A minimum window opening 9b is defined where the window opening is
considered large enough to safely remove a person's head should it
be trapped by window 2. Minimum window opening 9b (also referred to
as the "midpoint position") is the position of window 2 when the
window is approximately two hundred millimeters from full window
closure 9a.
Controller 3 performs enhanced responses to object detection as a
function of midpoint position 9b. In general, controller 3 performs
a unique window response at entrapment detection when window 2 is
above midpoint position 9b. This response improves upon occupant
safety. Likewise, controller 3 performs a unique response when
window 2 is below midpoint position 9b. This response improves upon
occupant security.
In particular, during a manual close operation, controller 3 opens
window 2 five millimeters from its current position upon object
detection while the operator activates manual-up switch 4.
Controller 3 performs one of three possible operations when the
operator releases manual-up switch 4. If at the time of detection
of object 10 the position of window 2 is higher than midpoint
position 9b (i.e., within two hundred millimeters of full window
closure 9a), then controller 3 opens the window to midpoint
position 9b. Controller 3 opens window 2 an additional twenty
millimeters if at the time of detection of object 10 the position
of the window is lower than midpoint distance 9b (i.e., farther
than two hundred millimeters from full window closure 9a). Finally,
if the operator does not release manual-up switch 4 within a
specified time such as two seconds, then controller 3 does not
perform the secondary window motion after the operator releases
switch 4. Cancellation of the secondary window motion functions as
a security override preventing window 2 from opening further should
the operator need the window to remain up.
Controller 3 opens window 2 twenty-five millimeters from its
current position (such as window position 9c) upon detection of an
object 10 if the detection occurs when the window is lower than
midpoint position 9b during an express close operation. Controller
3 opens window 2 to midpoint position 9b upon detection of an
object 10 if the detection occurs when the window is higher than
midpoint position 9b during an express open operation.
Controller 3 receives an ignition input signal 40 from the vehicle
while the vehicle is in operation (e.g., while the vehicle is
running or when the vehicle battery is on). Control system 11
remains active for a predetermined time after ignition signal 40 is
off to permit the operator to close or adjust the position of
window 2. Control system 11 remains active beyond this
predetermined time if an active window command 5 is still present
or if controller 3 has not completed an object detection response
in progress.
Referring now to FIGS. 5a and 5b, with continual reference to FIGS.
1 and 2, flowcharts describing operation of controller 3 for
emulating a resettable thermal fuse in accordance with an
embodiment of the present invention are shown. In general,
controller 3 emulates the function of a resettable thermal fuse to
thermally protect motor 13, adjacent circuitry, and drive
components including its power source against overheating caused by
continuous motor operation. In general, controller 3 denies power
to motor 13 whenever window 2 operation is abused such as when
children play with keypad switch 4.
The flowchart of FIG. 5a illustrates the general operation of
controller 3 for emulating a resettable thermal fuse. In operation,
controller 3 determines whether a request for window motion has
been issued as shown in block 101. If no window motion request is
present, then controller 3 stops motor 13 as shown in block 104. If
a window motion request is present, then controller 3 determines
whether its thermal fuse function has tripped as shown in block
102. If its thermal fuse function has not tripped, then controller
3 energizes motor 13 as shown in block 103 to move window 2 in
accordance with the window motion request. If its thermal fuse
function has tripped, then controller 3 stops motor 13 as shown in
block 104. In this event, controller 3 does not perform the window
motion request.
The flowchart of FIG. 5b illustrates the operation carried out by
controller 3 for determining whether its thermal fuse function has
tripped. In operation, controller 3 determines whether it is
energizing motor 13 as shown in block 201. If controller 3 is
energizing motor 13, then the controller determines whether the
motor has stalled as shown in block 203. If controller 3 is
energizing motor 13 and if the motor has stalled, then the
controller increments a thermal fuse counter at a rapid rate as
shown in block 205. If controller 3 is energizing motor 13 and if
the motor has not stalled, then the controller increments the
thermal fuse counter at a normal rate as shown in block 206. As
such, controller 3 increments the thermal fuse counter (i.e., an
internal software counter) whenever motor 13 is energized as shown
in blocks 205 and 206; the controller increments the counter at a
normal rate during proper motor operation (as shown in block 206)
and at a faster rate when the motor is stalled (as shown in block
205). Controller 3 compares the counter to a maximum count value as
shown in block 208. The maximum count value signifies that motor 13
has been over worked and is likely overheated. In the event that
the counter is greater than the maximum count value, the thermal
fuse is tripped as shown in block 209 (i.e., the decision of block
102 shown in FIG. 5a is "yes"). As a result, controller 3 inhibits
operation of motor 13 as shown in block 104 of FIG. 5a until the
counter has returned to a lower value signifying that the motor has
cooled down. Controller 3 can use other sensed motor operating
parameters such as motor speed, current, voltage, ambient
temperature, and cycling profile to modify the counter increment
rates of blocks 205 and 206. The counter increment rates are either
fixed or dynamic depending upon the implementation of the software
function.
If controller 3 is not energizing motor 13 as shown in block 201,
then the controller decrements the counter at a given rate as shown
in block 202. The counter decrement rate is either fixed or dynamic
depending upon the software function implementation. Controller 3
then determines whether the counter has returned to zero as shown
in block 204. If the counter has returned to zero, then controller
3 resets the thermal fuse trip flag as shown in block 207 and
permits operation of motor 13.
The thermal fuse function emulation performed by controller 3 has a
direct advantage over conventional types of thermal fuses as motor
13 remains operational to perform safety related functions yet the
controller limits operating privileges in order to cool down the
motor. A thermal sensor can be placed at motor 13 to directly
measure the operating temperature of the motor to improve the
reliability of this function. Either way, controller 3 retains
control over motor 13 as opposed to a thermally triggered passive
component, such as a positive temperature coefficient thermistor
commonly used in motors for thermal protection, retaining motor
control.
Controller 3 controls motor 13 such that any forces exerted by
window 2 on an object 10 placed in the path of the window as the
window is closing are low forces. This low closure force
characteristic permits unattended window 2 movement while
maintaining a high degree of safety. As a result a number of new
automatic/advanced window and vehicle functions are possible.
As will be described with reference to FIG. 13, one such window
function performed by controller 3 is automatically closing window
2 when an operator exits and locks the vehicle or when ignition
signal 40 is removed. Likewise, when the operator returns and
unlocks the vehicle, controller 3 automatically reopens window 2 to
its previous position.
Referring now to FIG. 13, with continual reference to FIGS. 1 and
2, inputs and outputs of controller 3 for supporting
automatic/advanced window and vehicle functions in accordance with
an embodiment of the present invention are shown. In the events of
the operator unlocking and locking the vehicle, controller 3
receives commands to automatically open and close window 2 on a
remote open/close input 54. A local area network (LAN) 43 can
communicate such commands to controller 3 as well. When controller
3 receives the close command the controller attempts to close
window 2. If controller 3 detects an object 10 in the path of
window 2 as the window is closing, then the controller opens the
window accordingly and provides a signal on an alarm output 45
indicating that it is unable to close the window. Alarm output 45
can be connected to audio or visual alarm annunciators or fed to
other vehicle systems able to provide a response to the failure
condition.
The open and close command signals 54 can originate from a
mechanical switch triggered by actuation of a lock mechanism of
vehicle door 1 or from operator activation of an electric door lock
switch of the vehicle door. Another approach is for signals 54 to
originate from a Remote Keyless Entry (RKE) system. In this case,
when an operator presses the lock button of the key FOB, the RKE
system sends a close command signal 54 to controller 3 for the
controller to close window 2. Likewise, when an operator presses
the unlock button of the key FOB, the RKE system sends an open
command signal 54 to controller 3 for the controller to reopen
window 2 to its previous position. Another approach is controller 3
automatically closing window 2 a predetermined time after ignition
signal 40 is off.
Another automatic/advanced window function is directed to vehicle
air venting. The venting of hot air out from the vehicle maintains
lower interior temperatures while the vehicle is unattended.
Venting reduces demands on the air conditioning system of the
vehicle and decreases the initial cool down time for cooling the
vehicle interior.
Referring now to FIG. 6, with continual reference to FIGS. 1, 2,
and 13, control system 11 interconnected in a vehicle to the
venting components of the vehicle by communication interconnects in
accordance with an embodiment of the present invention is shown.
The embodiment of FIG. 6 includes two control systems 11a and 11b.
Control systems 11a and 11b are communicable with one another as
will be described with reference to FIGS. 9, 10, 11, and 12.
Control system 1 a is associated with a driver-side window, a
vehicle HVAC system 22, an outside temperature sensor 24, a sunroof
26, a rain sensor 27, an alarm system 31, and a vehicle interior
temperature sensor 32. Control system 11b is associated with a
passenger-side window.
Control system 11a (i.e., the controller of control system 11a)
receives an outside temperature signal 52 indicative of the
temperature outside of the vehicle from outside temperature sensor
24 and receives a vehicle interior temperature signal 51 indicative
of the vehicle interior temperature from vehicle interior
temperature sensor 32. Control system 11a processes temperature
signals 51 and 52 to determine if venting of the vehicle is
necessary when the vehicle is parked and off (i.e., when ignition
input 40 is off).
On hot days and during periods of direct sunlight exposure, an
enclosed and unattended vehicle can experience a rise in interior
temperature of +40.degree. F. or more above the outside ambient
temperature. As the sun moves in the sky, vehicles once parked in
the shade can later be found in direct sun exposure. Weather
conditions can change from overcast to clear leaving vehicles
directly exposed to the sun. Persons returning to such an enclosed
vehicle are likely to open a vehicle door and wait for the hot air
to vent out. They eventually enter the vehicle, enduring the
radiant heat still given off by the interior, open the windows,
turn on the air conditioning, and then continue on their way. High
temperatures are harmful to vehicle occupants and interiors.
Animals left unattended in vehicles can suffer from dehydration and
heat stroke. Prolonged or repeated heat exposure damages vehicle
interiors while hot interiors place greater demands on the air
conditioning system when operated.
Venting hot air from a vehicle interior can reduce vehicle interior
temperatures. A simple and effective means of keeping vehicles
cooler is by opening the windows to allow air exchange with that
outside. If however the vehicle is unattended, then opened windows
can place the vehicle at a security risk. Also, if weather
conditions change, an opened window can leave a once dry interior
soaking wet in a matter of minutes.
As such, if control system 11a determines that the vehicle interior
temperature is hotter than a predetermined high temperature and the
outside temperature is cooler than the vehicle interior temperature
by at least a predetermined amount, then control system 11a
performs venting by automatically opening the driver-side window to
draw outside air through the driver-side window in order ventilate
the vehicle interior. Control system 11a shares the temperature
information and comparisons with control system 11b. Accordingly,
control system 11b assists in the venting by automatically opening
the passenger-side window to draw outside air through the
passenger-side window in order to ventilate the vehicle
interior.
When equipped with venting control outputs 28 or linked by a LAN
interface 43 to other vehicle control systems, control system 11a
can instruct other components in the vehicle to assist in the
venting process. Other vehicle systems that enhance the venting
process include HVAC system 22 and sunroof 26. Control system 11a
accelerates and maximizes venting by turning on HVAC blower 22
and/or by opening sunroof 26 in order to draw outside air 23 into
the vehicle. Once the vehicle interior temperature reaches a
predetermined low temperature, control systems 11 automatically
return the windows and other systems assisting in the venting
process (i.e., HVAC blower 22, sunroof 26) to their original state.
Alternatively, control systems 11 automatically adjust these
systems to a modified state to continue regulating at the new lower
vehicle interior temperature. For example, control system 11a
returns the driver-side window and/or sunroof 26, if originally
closed, to a predetermined vent position to permit continued
exchange of outside air with vehicle interior air.
If venting is ineffective at lowering the interior vehicle
temperature, control system 11a can warn the operator by providing
an alarm signal from its alarm output 45 to alarm system 31. Alarm
system 31 includes audio or visual alarm annunciators for providing
a response to this condition.
Control system 11a receives a rain sensor signal 30 from a rain
sensor 27 which monitors the presence of rain (or water from a
water sprinkler) outside of the vehicle. When rain sensor 27 senses
rain, control system 11a cancels or modifies the venting process to
protect the vehicle interior from rain damage. For example, control
system 11a fully closes the driver-side window and sunroof 26
during a rain event to prevent rain from entering the vehicle but
continues operating HVAC blower 22 to vent the vehicle.
As such, rain sensor 27 not only assists control systems 11 with
unattended venting but also protects the vehicle interior from
water damage brought on by rain or irrigation systems and assists
the control systems in closing the windows when water is sensed.
Control systems 11 automatically close the windows intentionally
left open by vehicle occupants in the presence of water to protect
vehicle interiors and personal contents. Whether the vehicle is in
operation or unattended, control systems 11 assist the vehicle
occupants by automatically closing the windows when rain sensor 27
detects rain.
As such, control systems 11 automatically close the windows and
sunroof 26 while the vehicle is being operated in the event that
rain is detected. This feature is applicable to other powered
moving panels such as a sliding door, a hatch, a trunk lid, a
convertible top, or a tonneau cover associated with a control
system 11. This feature protects the vehicle interior from rain
damage when a window or another vehicle panel is intentionally left
open. Likewise, this feature can be active while a motion sensor
provides to control system 11a a motion signal 58 indicative of the
vehicle being in motion thereby relieving the vehicle operator of
the responsibility and distraction of closing powered panel moving
panels such as the windows and the sunroof when rain is
encountered.
When a vehicle panel such as a window is open during the venting
process the vehicle is more vulnerable to intrusion from an
outsider. As such, for security and safety reasons, the
anti-entrapment sensing of control systems 11 remains active during
the venting process and whenever the vehicle security is active to
assist in detecting vehicle intrusion. When a control system 11
detects an object 10 in the path of a window 2 and the vehicle
security is activated, the control system outputs an alarm signal
from its alarm output 45 to alarm system 31. In turn, alarm system
31 generates an alarm signifying an object or intruder breaching
the window opening. Control system 11 responds to the window breach
by cancelling the venting process and closing the window (after or
before) the object is removed from the window opening. As such, if
security or weather conditions do not permit opening of the windows
and/or the sunroof, then control system 11 can instruct HVAC system
22 to draw outside air into the vehicle for venting.
In sum, having the two temperature inputs and the rain input,
control system 11 can manage venting of an unattended vehicle. When
the vehicle interior temperature exceeds the outside ambient
temperature, control system 11 opens window 2 to exchange hot
internal air with cooler outside air. Once cooler internal
temperatures are reached or if rain sensor 27 detects rain, control
system 11 closes window 2. If vehicle security is a concern,
control system 11 remains armed to sense and respond to entrapment
detection. This way if someone attempts to vehicle through window
2, control system 11 activates security alarm system 31.
Referring now to FIG. 7, with continual reference to FIGS. 1, 2,
and 13, a vehicle seat assembly 60 having occupant detection
sensors 62 and 63 in accordance with an embodiment of the present
invention is shown. Occupant detection sensors 62 and 63 are
respectively placed into seat back 61 and seat 64 of seat assembly
60. Other occupant detection sensors may be placed along vehicle
door 1 and inside head liners. Occupant detection sensors 62 and 63
provide detailed information about what is on seat assembly 60 or
in the vehicle. Occupant detection sensors 62 and 63 employ
proximity and force sensor matrices to sense motion, weight, and
dimensional characteristics of objects such as child seats, infant
carriers, or persons placed on seat assembly 60. Infrared, motion,
and audio sensors can be used to further differentiate between
living and inanimate objects placed on seat assembly 60.
Occupant detection sensors in vehicles are typically reserved for
use by the air-bag deployment system of the vehicle. However, when
connected through a communication network of the vehicle such as
LAN 43, controller 3 can receive occupant detection sensor
information from the air-bag deployment system (or directly from
the occupant detection sensors themselves) to assist in determining
if an infant, young child, or animal is in the vehicle.
Controller 3 further monitors ignition signal 40, the vehicle door
activity, and the vehicle door lock status to determine when the
operator is leaving the vehicle. If controller 3 senses the
presence of persons or animals inside the vehicle, then the
controller sends a warning signal 45 to the operator indicating
that the vehicle has been exited while occupants remain in the
vehicle. This warning can be given to the operator by sounding a
security alarm 31 or vehicle horn or by signaling a two-way key FOB
to get the attention of the operator. As a last level of protection
controller 3 can perform the venting operation to help ensure the
safety of an occupant left inside the vehicle while unattended.
Side impact air-bags of a vehicle are most effective during an
accident when the adjacent window such as window 2 is fully closed.
It is therefore desired to close window 2 prior to a side impact
collision. Collision sensors in the vehicle signal to controller 3
that a collision is about to occur. When controller 3 receives a
collision sensor signal on its crash preparation input 59 the
controller responds by rapidly closing window 2 before the
collision occurs. This response by controller 3 is possible because
of the low obstruction detection force characteristics of control
system 11 which permit automatic control over movement of window
2.
As an added security feature, crash preparation sensors of the
vehicle detect persons near the vehicle. Controller 3 monitors its
crash preparation input 59 to guard the vehicle against intrusion.
Controller 3 cancels or postpones venting and closes window 2 to
avoid intrusion when a person nears the vehicle during venting.
Referring now to FIG. 8, with continual reference to FIGS. 1 and 2,
traditional electric window lift controls 33 interconnected in a
vehicle by traditional vehicle wiring 42 is shown. Each window lift
control 33 is associated with a respective vehicle window. Window
lift controls 33 include driver-side window lift control 33a and
three passenger-side window lift controls 33b. A driver-side switch
console 4a enables an operator to operate the driver-side window
via window lift control 33a and to remotely operate the
passenger-side windows via window lift controls 33b. An individual
passenger-side switch console 4b is positioned near each passenger
window for the passengers to operate the passenger windows via
window lift controls 33b. Window lift control 33a controls movement
of the driver-side window in response to driver commands received
from switch console 4a. Window lift controls 33b control movement
of their associated passenger-side windows in response to passenger
commands received from their associated switch consoles 4b or in
response to driver commands received from switch console 4a.
Battery power is directly routed through wiring 42 to motors 13
associated with window lift controls 33 from an ignition circuit 40
through switch consoles 4a and 4b. Furthermore, battery power
(ignition) 40 and ground return 41 supplied to each passenger
switch console 4b passes through driver switch console 4a. This
adds complexity to wiring 42. Each time an operator uses a switch
console 4 to issue a switch command for activating window movement
the switch consoles and associated wiring must pass start-up and
operating electrical currents to the associated motor without
substantial power losses. Depending on the reliability level and
power requirements of window lift controls 33, the resulting
complex wiring 42 and high current switches 4 can be bulky and
costly.
As will further be explained with reference to FIGS. 9, 10, 11, and
12, control system 11 eliminates the need for bulky wiring and high
current switches by virtue of its active electronics (i.e.,
microprocessor 12 of controller 3) used to control motor 13.
Controller 3 receives window movement commands 5 from a switch
console 4 as low power signals. Controller 3 then manages power and
electrical polarity from the motor power source to motor 13 in
order to create window movement by transmitting the appropriate
electronic switching signals to the motor.
Referring now to FIG. 9, with continual reference to FIGS. 1, 2,
and 8, multiple control systems 11 interconnected in a vehicle by a
LAN 43 in accordance with an embodiment of the present invention is
shown. Each control system 11 is associated with a respective
vehicle window. Control systems 11 include driver-side control
system 11a and three passenger-side control systems 11b. A
driver-side switch console 4a enables a driver to operate the
driver-side window and to remotely operate the three passenger-side
windows. An individual passenger-side switch console 4b is
positioned near each passenger window for the passengers to operate
the passenger windows. Control system 11a controls movement of the
driver-side window in response to driver commands received from
switch console 4a. Control systems 11b control movement of their
associated passenger-side windows in response to passenger commands
received from their associated switch consoles 4b or in response to
driver commands received from switch console 4a.
The configuration shown in FIG. 9 further enhances function,
performance, and vehicle cost savings associated with control
systems 11. With a control system 11 installed for each window,
switch consoles 4 do not pass high electrical currents necessary to
operate motors 13. As such, switch consoles 4 having lower current
ratings can be incorporated thereby lowering component cost while
increasing the operating life and reliability of the switch
consoles. Wire harnesses connecting command signals 5 of switch
consoles 4 to control systems 11 can be replaced by high gauge wire
of less weight.
Further reduction in vehicle weight is realized as control systems
11 are interconnected to each other and to switch consoles 4 by LAN
43. LAN 43 can either be a private LAN reserved for control systems
11 or can be expanded to a larger in-vehicle LAN 44 such as LIN,
CAN, or J1850 to permit communications with other vehicle modules.
Regardless of which protocol is selected, LAN 43 makes for simpler
connection between switch consoles 4 and control systems 11 by
reducing the number of wire interconnects. Besides communicating
window commands, LAN 43 permits multiple control systems 11 to
share information between each other and with other connected
electronic devices. Access to additional vehicle data from
in-vehicle LAN 44 can improve performance of control systems 11 as
the control systems stay informed of the operating environment and
status of the vehicle.
Controller 3 of driver-side control system 11a is well positioned
to receive switch commands 5 from driver-side switch console 4a
when the driver-side switch console is also located on the driver's
door. In this way the length of the wire harness connecting switch
commands 5 from switch console 4a to controller 3 of control system
11a is kept to a minimum. The switch commands intended for
passenger windows can be transmitted over LAN 43 and read by other
window control systems 11b. By transmitting switch commands over
LAN 43 the vehicle switch harness is reduced to a two-wire signal
harness thereby saving vehicle weight and cost while enhancing
communications between control systems 11.
Referring now to FIG. 10, with continual reference to FIGS. 1, 2,
and 9, multiple control systems 11 having an independent master
switch console 4c in which the control systems and the switch
consoles including the master switch console are interconnected in
a vehicle by a LAN 43 in accordance with an embodiment of the
present invention is shown. The configuration of FIG. 10 represents
a configuration slightly modified from the configuration shown in
FIG. 9 in that switch console 4c is separate from driver-side
control system 11a. Switch console 4c directly connects to LAN 43
and is not dependent upon driver-side control system 11a to
communicate commands to passenger-side control systems 11b. Switch
console 4c can be located anywhere near the driver such as between
the front seats, on the steering wheel, on the dash, etc. When
located between the front seats, as indicated in FIG. 9, switch
console 4c doubles as a remote switch console for the front
passenger to use to operate the front passenger window. This way a
common center switch console 4c for both the driver and the front
passenger is implemented for cost savings. This network
communications approach gives freedom in locating switch console 4c
elsewhere to enhance vehicle styling and ergonomics. Also switch
console 4c can serve as a master control for monitoring vehicle
status like ignition signal 40 and reporting the status of all
control systems 11 through a single alarm output 45.
An in-vehicle LAN 44 permits control systems 11 to access
information shared by other electronic control modules already
connected to the network. Communications with other modules
increases the number of functions control systems 11 can perform.
Likewise, it can make new functions possible such as automatic
venting, occupant detection, and security monitoring.
Referring now to FIG. 11, with continual reference to FIGS. 1, 2,
and 9, multiple control systems 11 interconnected in a vehicle by a
wireless LAN 46 in accordance with an embodiment of the present
invention is shown. The wireless radio-frequency (RF)
communications 46 of FIG. 11 represents another approach of
interconnecting control systems 11 to switch consoles 4. This
approach has similar advantages to the wired LAN approach described
previously with respect to FIG. 9 but has further advantages in
vehicle weight and cost savings through elimination of wiring used
to interconnect control systems 11 to switch consoles 4. Wireless
RF network 46 allows placement of switch consoles 4 virtually
anywhere on the vehicle while control systems 11 remain optimized
for placement near their associated windows and their associated
motors.
Referring now to FIG. 12, with continual reference to FIGS. 1, 2,
and 10, multiple control systems 11 having an independent master
switch console 4c in which the control systems and the independent
switch console are interconnected in a vehicle by a wireless LAN 46
in accordance with an embodiment of the present invention is shown.
The wireless radio-frequency (RF) communications 46 of FIG. 12
represents another approach of interconnecting control systems 11
to switch console 4c. This approach has similar advantages to the
wired LAN approach described previously with respect to FIG. 10 but
has further advantages in vehicle weight and cost savings through
elimination of wiring used to interconnect control systems 11 to
switch consoles 4. Wireless RF network 46 allows placement of
switch consoles 4 virtually anywhere on the vehicle while control
systems 11 remain optimized for placement near their associated
windows and their associated motors.
Control system 11 has been mostly described as an independent
control system having multiple interconnections and communications
with various other electronic control modules on the vehicle. To
further reduce the cost and number of vehicle electronic subsystems
it is advantageous to integrate those electronic controls that
process related information or have proximate mounting locations to
the control system. For example, the advanced electronics within
control system 11, along with its location inside the vehicle door,
permit the control system to control other functions such as
electronic door lock, remote keyless entry, power mirror adjust,
heated mirror, mirror fold away, mirror mounted blinkers,
entry/exit lighting, puddle lighting, etc. Module integration can
improve both the response and the reliability of electronic systems
over conventional independent controls. Cost and vehicle weight
savings are inevitable.
While embodiments of the present invention have been illustrated
and described, it is not intended that these embodiments illustrate
and describe all possible forms of the present invention. Rather,
the words used in the specification are words of description rather
than limitation, and it is understood that various changes may be
made without departing from the spirit and scope of the present
invention.
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